Car-flange-wheel oiler



March 30 1926.v

J. L. SCOTT CAR FLANGE WHEEL OILER Filed Jan. 14, 1925 2 Sheets-Sheet lMarchso, 1926. y 1,578,768 J. L. SCOTT GAR FLANGE WHEEL OILER 2Sheets-Sheet 2 Filed Jan. 14, 1925 Patented Mar. 30, 1926. v

y UNITED smres VJOHN L. sco'r'iyois" vicKsBUaG, Mississir'ri.

oAR-FLANGn-WHEEL OiLnR.

Application 'led January 14, 1925. Serial No. 2,411.

To all whom t may concern: n

Be itr known that I, JOHN L. SCOTT, a

citizen of the Unitedv States, residing at Vicksburg, inthe county Stateof Mississippi, have invented. certain newV and useful Improvements inCarwith the oil feed pipe, the sleeve? being adaptedto movelaterallywith the wheel to Flange-lVheel Oilers, ing is a specification. Thisinvention appertains to a novel lubri- `of which the followcatingvdevice and the primary object of the invention is to provide novel meansfor insuring the correct oiling of the flanges of the front drive wheelsof a locomotive under` all working conditions. v

Another object of the invention is the provision of a novel device foroiling flanges of locomotive drive wheels embodying an oil feed pipe,novel means for supplying oil to the pipe and a novel sliding sleeve foren' `gaging the flange of the wheel associated insure the properlubrication of the flange. A 4further object of the invention is theprovision of novel means for automatically the oil feed pipe, said meansgreater quantity of oil to of the wheel at the supplying oil to actingto supply a the sleeve for the flange outside curveof a curved trackthanfor a straight track and a lrelatively small quantity of oil tothesleeve of the flange of the wheel on the inside curve of a curved track.

vA further object of the invention is the provision of novel means forheating the oil in the lubricator to insure the proper flow of the oilduring the cold season.

Another object of the invention is to provide novel ymeans carried bythelower end of the feed pipe and the sleeve for agitating the oil in thepipe and sleeve and for keeping thefpipe and sleeve open `at all times,and free from dirt, grit and the like.

A still further object of the invention is to provide a novel locomotiveflange wheel oiler of the above character, which will be durable andefficient in use, one that will be simple and easy to manufacture andone which can be placed upon the market and associated with a locomotiveat a comparatively small cost. f

With these and other objects in view, the invention consists in thenovel construction,

, arrangement and formation of parts, as will be hereinafter morespecifically described,

of Warren andv proved locomotive flange wheel oiler show ing-theposition ofthe sliding sleeve relative to theV flange of a locomotive-'drive wheel,

lower end of the oiler, Figure?) is a horizontalsection taken on theline 3-8 of Figure 2'flooking in the direction of the arrowsillustrating the lfeed nozzle or sliding sleeve.

Figure fl isa diagrammatic view illustrating the operation of theautomatic oil feeding devices, when the locomotive is rounding a curve,.l r

Figure 5 is an enlarged vertical'section through the oil supply tankillustrating the automatic oilvcontfrol feed means,

Figure 6 isl an enlarged detaily vertical Referring to the drawings in`detail,

Figure 2 1S e Vertical Seotin t'hrougiigih wherein similar referencecharacters desig.

nate correspondingl parts throughout the severalv viewslthe lletter Agenerally lindicates the improved locomotivewheel flange oiler and B anordinary .locomotive driveV wheel provided with the 4usualflaiige 10.

The improved oiler A 'comprises a supply tank 11 for the oil, which. canbe of any desired gradev and the tank preferred size or capacity. Theupper end of the tank 11 is provided with a removable cover 12. asclearly shown in Figure 5 of the drawing. Ai depending oil feed Lpipe 13communicates with they tank 11 at the centralportion thereof and theextremelower end of the pipe 13 termi- -nates adjacent to the' flange ofthe locomotive drive` wheel, whichV is to be oiled.

can be offany lower wall 14 ofr the i i head or oil collector 15 is.secured to the lower end of theoil feed l'pipe 13 and is p rovided witha novel nozzle 16 for supplying f the oil directly to thel wheel flange.This nozzle 16 embodies a laterally extending downwardly inclined feedvpipe .17 and a` sliding sleeve 18 mountedv thereon. The sliding sleeve18 is limited in its movement on the feed pipe 17 by means of a screw-19carried by the sleeve 18 and this screwv works in a suitable slot orgroove 20 formed in the said pipe. As clearly shown in Figure 2 of thedrawing the sleeve 18 also extends downwardly at an angle to thehorizontal andthe outer end thereof is cut soV as to extend in the sameplane `as .the flange 10 of the vca 'ni'y i section showing-a slightlymodified form of l v .l :the device. v v

wheel Bin order to permit the engagement of the sleeve with the iiangeat all times. Owing to the inclination of the pipe 17 in the sleeve 18it is obvious that the oil will be fed by gravity to the flange. 1t isto be also noted at this point that the pipe 17 is located slightlyabove the lower wall of 'the head and when the head 15 is tilted by thelocomotive rounding a curved track it can .be seen that a .greaterquantity of oil will-be fed to the pipe 17. .This of course insures theproper lubrication of the outer rail of the track.

In order to-keepthe nozzle open at all times tokeep fthe same clear ofdirt', grit and the like an agitating rod 21 is loosely vv'mountedwithin-the nozzle and is retained 1nv place bythe liange of the wheel. fThis rod 21 vis adaptedpto be moved back and forth with the nozzleincident to the movement of the* carwheel relative to the lubricator andincident to the vibration of the locomotive. This rod will serve asmeans for carrying dirt and the like out of the nozzle and also .insuresthe proper flow of oil therethrough.

While it has been found that under all normal working conditions thatthe sleeve 18 will normally engage the flange of the wheel, in someinstances it is advisable to provide positive means, such as a spring orthe like for forcibly urging the sleeve in engagement with the flange..Tn some instances, vsuch as in real cold weather, it has been found thatthe sleeve tends to stick upon the'pipe 17.

The lubricator can be held in place on the body of the locomotive in anydesired way, and as shown a suitable. bracket 22 is connected with thesupply .pipe 13 j. and is adapted tobe rigidly secured `to-any preferredpart of the locomotive.

. v Any vdesired means can be used for regulating the vflow of oilthrough the supply pipe 13,.and as shown in the drawing 1 have providedin connection .with the hand controlled means, an automatic means forregulating .the oil and this automatic means pipe 13 is provided with anserves to supply a greater quantity of oil to the vflange of the wheelengaging the outer rail of a curved track than the flange of l,the wheelengaging the inner rail of a curved track.

As shown a partition plate 25 is arranged houses the upper end of thesupply tank 13. The partition 25 directly above the supply oil outletopening26, the flow of oil through which is controlled by. a valve plug27. This valve plug 27 is automatically operated, as will be laterdescribed.V

The valve'plug serves as means for regu-' lating the flow of oil to thewheel flanges 'when the locomotive 1s going around a rplatform tank 37.The valve 1,573,7ee n curve. The partition 25 at one side. of theopening 26 is provided with another opening 28 and the flow of oilthrough this opening is controlled by a needlevalve 29, Vwhich canVbetmanually adjusted. As shown the needle valve 29 is threaded throughthe cover 12 of the oil tank and can be moved toward orjaway from theopening 28. The oil is adapted to normally flow through the opening 28to the supply pipe 13 and then to the feed pipe 17 of the nozzle andserves as means for providing a constant flow of oil to the nozzle whenning on straight track.

The automatic means for operating the valve plug 27 `embodies a lever 30which. is pivotally mounted at a point intermediate its ends on a pivotpin 31 carried by a the locomotive is runbracket 32 rigidly secured tothev inner face Y pivot pin 31 has pivotally secured thereto as'at 3-1the operating rod 35. The operating rod 35 extends through a guideopening 36 in the cover and has-resting on the upper end thereof one endof the tilting plug 27 is normally urged on its seat and the rod 35 inengagement with the tilting platform`37 by means of an expansion spring38 which is wound about a guide rod 39, ably extends through .the end ofthe ylever adjacent to the valve. plug. is confined between the cover 12of the tank and the lever and it is obvious that the spring functions asstated. The tilting plat.- form tank 37 is rockably mounted as at .l0 toa. suitable bracket l1 carried by. the cover 12 of the tank. It is to benoted'that'the tilting platform tank 37 is pivoted adjacent to the rod35, so that the opposite end. of the tank will beV at all times, underworking condition rest upon the stop block 42. This tilting platformisadapted to receive a non-freezing fluid or'semi-luid such as signaloil or mercury, which serves as a which slid- The spring 38v normallyweight fortilting theV platform tank for a purpose, which will berhereinafter more fully described. The movement of the tank 37 islimited by set screw 13 adjustably carried by a bracket 111 secured tothe cover 12 of the tank 11 and it can be seen that .the

screw .t3 is disposed in the path of oneend of the tank 37. lV hen thetank 11 tilt-s through any cause, the liquid will flow' toward thetilted end of the tank and if the tank is tilted to the left, referredto Figure. 5 vof the 4drawing, vthe tank 37 will be rocked on its pivotl0 pushing down on the rod 35 causing the lifting of the valve plug 27against the tension of the spring 38. v

This of course allows additional supply of oil to flow intoy the supplypipe 13.

f side of the locomotive so that the front driving wheels on each side`of the locomotive will be lubricated. When they engine is operating onstraight track the plugQf( will bedisposed on its seat and the oil willflow through the opening 28 in the partition down the supply pipe 13 tothe nozzle and then to the car wheel flange. locomotive is rounding acurve, the same will tilt in view of the inclination of the track whichwill cause theL tilting of 'theV tanks 11 therewith.' I y e Itisdesirous to convey a greater quantity of oil to the outside rail of thecurved track than the inside rail ofthe track and by referring toFigureV 4 of the drawingcan be seen the operation of the lubricator.Thus when the locomotive tilts tothe left, by referring to Figure 4 ofthe drawing, it will beseen that the liquid inthe tilting platform tank37 will fiow to the left causing the platform on the right to tilt,raising its valve plug 27 and allowing a ygreater quantity of oil toflow to the supply pipe 1S. In view of the fact that the tiltingplatform of the lubricator on the left in VFigure 4 of the drawing restson the stop block 42 swinging movement of the platform will be preventedand thus no additional supply of oil is fed to the flange of the wheelon the inner rail of the track. *Y n In actual practice the flow of oilto the flange of the wheel on the innerv rail of the track will be cutoff in view of the fact that the head'15 carried by the supply pipe 13will be tilted causing the oil to flow away from the outlet or feed pipe17 of the nozzle, while the supply. pipe 13 on the outside rail will betilted toward the ,feed pipe 17 allowing a greater quantity of oil toflow to the nozzle.

In the simplest form of my invention the automatic lubricator can beentirely eliminated and the flow ofoil simply governed by the needlevalve 39.

In cold climates it is necessary to heat the oil in order to insure theproper flow there-` of and to provideforv this contingency a steam pipe46 is provided for the oiler. This pipe includesv a coil 45 arranged inthe tank 11-about the valve plug 27 and la vertical leg. 47, whichextends through the supply pipe 13. The pipe 47 extends into a steamchamber 48 arranged around the head 15 and the chamber'serves as meansforl heating the oil therein. A steam outlet'nipple 49 communicates withthe lower portion of the chamber. f

In Figure 6 of the drawing Ihave shown lVhen theV 'ply lof thisinvention, but

What I claim as new is 1. In a locomotive flange oiler, a supply tank, adepending supply pipe', a 'laterally and downwardly inclined nozzlecarried by the lower end of the supply pipe, means for controlling theflow of oil from the tank to the pipe including a valve plug, a tiltingplatform tank rockably 01T the center, Vmeans supporting the end of thetank to the greatest distance from its pivot point, an .operating leverrockably mounted at a point intermediate itsv ends, means pivotallyconnecting the valve lower end lof the Supply pipe, in-

lug to the lever atone side of its pivot point, an operating rodpivotally secured to the lever on the other sideV of its pivot pointvengaging the yend of the tilting platform tank nearest the pivot pointthereof, spring means normally urging the valve plug to a closedposition, and a movable weight in said tilting platform.

y 2. In a locomotive flange wheel oiler, a supply tank, a dependingsupply pipe leading from the lower end of the tank, alaterally landdownwardly inclined ynozzle carried by the lower end of the pipe, apartition disposed in the supply tank arranged over the supply pipe,manually controlled means for governing the flow of oil to theV tankthrough the partition, and an automatic meansfor governing the flow 4ofoil through the partition to the supply pipe embodying a movable valveplug, a tilting weight operated platform for actuatingsaid` luO' andmeans for limitinov the swin in v movement `of the platform.

Y flange oiler, a supply 3. In a locomotive tank, a depending supplypipe leading from the tank, -apenozzle/carried by the lower end of thesupply pipe for feeding oilk to the flange of the wheel tobe lubricated,means for controlling the flow ofV oil lfrom the tank tothe pipe afeed-chamber surrounding the point of connection of the nozzleandsuppipe, :and a heating 'pipe extending through the tank and supply pipeand communicatingwith the feed chamber.

In testimony whereof I afiix my signature.

u JOHN L.V scorre.

